Absignob



A. ROSNER. FUEL SYSTEM FOR INYERNAL COMBUSTION ENGINES.

APPHCAHOR FILED AUG 9r I918.

Patented Aug. 24, 1920.

5 SHEUS-SHEET I.

Inventor.- .flaoz h lgpsnpr;

73y M TQMCL.,Q%\W

A. ROSNER. FUEL svswv: F08 :MERNAL COMBUSTION ENGINES.

A?PLICATION FILED AUG-9. I918. 1 350,42 1 Patented Aug- 24, 1920.

5 SHEETS-SHEEI 2.

A, RUSNER.

FUEL SYSTEM FOR iNHRNAL COMBUSTION ENGSNES.

APPHCAHON men was. 1919.

1 ,350,42 1 Patented Aug. 24, 1920.

5 SHEETSSHEET 3.

"HIM

FUR SYSTEM FUR INTERNAL COMBUSTION ENGINES.

APPLNAHON HLED AUGJ} 1915.

1 350,42 1 Patented Aug. 24, 1920.

bldoi ah asnen a sum- MAM-1 W ADOLPK KOSHER,

MEETS, TO THE LOCOMOIBILE COMPAN PORA'IIOH OF DELAWARE.

or nnmenron'r. conn'nc'ncv'r. iissmnon, BY mzsnslnssmn Y, OF BBIDGEPOIl-T, CONNECTICUT. A, COR.

FUEL SYSTEM FOR INTEHNAl'JUOMBUSTION. ENGINES.

Specification of Letters Patent.

Patented \oe. 3]., H620.

Application filed August 9, 1918. Serial to. 249,124.

{To all whom it may concern Be itknown that I, Ancnru BUSNER, u

' citizen of the United States, and e resident of Bridgeport, county of Fairlield, and State of Connecticut, have invented un linprovement in Fuel Systems for Internalcmbustion Engines, of which the following'description, in connection with the ac compo. ying drawings, is a specification, like chemo ers on the drawings representing like parts.

This invention relates to fuel systems for internal combustion en ines, and is more espechiilly'eoneerned wit the control of the temperature of the combustible mixture, the system being particularly advantageous in the handling of the heavier fuels, such as kerosene.

My invention will be best understood h reference to the following description, when tukn in connection with tho acooinimu inn drawings of one specific cn'ihodiinent there of, while its see )0 will he more particularly pointed out in the appended claims.

In the drawings:

Figure 1 is a pie, of an intermil combos tion engine equipped with a fuel system emhodyinginy invention, a portiini only of thelatter'heing illustrated in this view;

Fig. 2 is a side elevation of the parts shown in Fig. 1;

Fig. 3 is a plan of the remainder of the fuel system and constitutes in client a continuittion of Fig. 1

Fig. 4 is a side elevation of the parts shown in Fig. 3, and ronstitutes'in effect a continuation of Fig. 25

Fig. '5 is a sectional view on line 55 of 1 1%.};

1g. 6 is a sectional view, on nnenlarged scale, on line 6-43 of Fig. 2;

Fig; 7 is a soct-ionill view, on an enlarged I scale, on line 7-7 of Fig. 2;

Fig. 8 is a sectional vn'w on line 8--8 of Fi%1 6 p fig. 9 is a sectional ,yiew on. line 9-9 of Fi .6; and

ig. 10 is n detail v(sectional View. on an enlarged scale; on the irregular line 10--l0 of Fig. 2.

Re erring to the drawings, and to the embodiment of my invention which is illus trated therein, I have shown (see Figs. 1 and 2) an intern gl' combustion engine of the four-cylinder type, having in. r'ylindm's cost in pairs 22- 92, nod rewiring their supplymf eon'ihustihle' mixture lieu. w ry ap .n'opriute intake manifold. Mich us a manifold 23. The exhaust gust-s on y he carried will by an exhaust manifold 24. to which is L'Ulll'iLCllHl an exhaust pipe 520 leadin r to a muffler 26.

While the intake manifold may in: of any usual or desired construction, I have herein shown a manifold which m Re is not my invention, the same being provided with h fuel intake passage having no lhlilhunk '27 and two hranches 48 to ['TUllllllt'l the W1 porizeil fuel to the engine lll 'lil. 5.532. n. which the manifold may he swore-ll in any suitable manner, as by providing; the sunnwith flanges 29 having holee t!) to receiviusual studs 31. The inittunof air in the fuel drawn from the carburetor herelnuftei described into the inlet ts-nhll. QT flows through the branches 9-8 to the rug-inc wi inder in streams whose (lira-lion lire inili cat-ed by several arrows (l in Figs. (5 and ii.

In the use of the grades of gasolene now being supplied, and more especially in cases where it is attempted to use kerosene or u distillate as a fuel, much (lifiioultv is e\ perienced owing to the fact that. lu- 1 upon ized fuel has a stron r tenden-" n- ((Wilif'llfl some of the liquid i hel is (ltli nlllfil in the intake passages, and some is m. nd runinto the cylinders. This is ulti-inlm. i-r eral undesirable YBSllltSflllClllilllLEI r nd-s ill formation of carbon deposits. to an: nothing of the luck of economy and the ilillivullies l ed with the pro functionin of the englllfil. hesntmu le -are too well known to .ifie urtherfiescriptien.

n the intake mam old Selected for illus tretiun. there is movided u l'muting fluid passage adapted-to receive some suitable hot 'fluid, such the exhaust frong the engine. This stream of heating fluid is conducted in proximity to the fin-lv passages. and in such a' manner as to secure the best possible results. In the present example. i hove shown a heating fluid, passage. having ui trunk 32 (see Fig. and two branches-$3 leading therefrom.

27 for the combustible nurture. undone trunk lendsin the opposite 'ilYQClJOI) with )IBSPBCt-O tllk! other. The urrcuigeioert is 9 ,ilhe inlet trunk .32 the heating fluid is udjl'uient the inlet trunlx such that the heating fluid is brought into the manifold transversely of the branch passages 28 of the fuel conduit, and is then cornluctcd about the incoming stream of gaseous lluid through the use of a chamber 34, which in turn communicates with the ranches 33.

At this point where the fuel enters and is divided into two streams, there is provided. what is known as a hot spot, at which the heat is coin-eutrnted just as the mixture of vaporized fur. and air leaves the carburetor. At the lower part of the chamber 34:, where the inlet trunk 32 delivers the hot exhaust, said chamber is provided with a wall 35 extending in general direction transversely of the stream of vaporized fuel and air which enters the fuel intake trunk 27. Both streams impinge in the opposite directions on opposite surfaces of the well 35, thus perfecting the vaporization of the hydro-carlmn, which is more or less in the condition of a fog mixture when it strikes the surface.

liyreference to Fi 9, it will he observed that the branches 33 end from the chamber 34 in a downward direction about the sides of the fuel conduit to a point beneath the branches of the latter, and then lon itudi nally of and beneath said branches. I y this means, any liquid fuel gravitating to the bottom of the fuel passage is subjected to the heating effect of the stream of hot exhaust from beneath, and is revaporized. The branches 33 lead then in an upward direction transversely of the branches 28, as best shown at. the extreme right and lefthand ends of Fig. 9 aud t-hen above and lormitudinelly. of the branches 28 and in the opposite direction, as best shown in the upper portion of Fig. 9. The direction of the exhaust gas is indicated by the several arrows E in Fig. 9.

Any suitable provision may be made for connecting the heating fluid passages to suitable conduits to conduct the heating fluid to and from the manifold, but in the present example, I have provided the latter with a boss 36, best shown in Figs. 6 and 9, having an opening 37 for the entrance and ing 38 for the exhaust of said fluid. Herein this boss is provided with threaded openings 39 to receive studs 40, by means of which the manifold may be secured to the header 41, to which are connected conduits 42 and 43. In Fig. 7, the branches 28 are shown somewhat enlarged, as at 44, to form chambers for thermostats 45, which are disposed in the path of the gaseous fuel on opposite sides of the inlet trunk 27, and in positions best calculated to provide for their use in controlling the supply of fuel,that is to say, shifting from a light fuel to a heavier one and vice versa, such control, however, forming no part'of my invention.

1\s a means for supplying a combustible an open mixture to the intake manifold, I have herein shown a carburetor 40, which per 86 forms no part of my invention, and which it is unnecessary here to show or to describe in detail, except that it may be noted that the carbureter selected for illustration is one of a type using two fuels, one a highly-explosive ,hydro-curbon such as asolene, and the other a heavier and less exp losive hydrocarbon such as kerosene, or a distillate. To this end, the carburetor selected for illustra tion is provider] with two usual and 'wellknown float chambers 47 and 48, either of which is adapted to deliver liquid fuel through a passage 49 leadingto one or more nozzles 50, which deliver streams of atom ized fuel into the throat of a Venturi tube 51, best shown in Fig. 9. It is unnecessary here to describe the remaining details of the carburetor, since they have nothing whateverto do with my present invention, it being understood that the engine operates in a usual and well-known manner to draw air through an intake passe e 52 and through the Venturi tube 51 into t 1e mixing chamber thereabove, whence it is delivered into the intake manifold under the control of a suitable throttle valve 53, herein of the wellknown butterfly type having a stem 54. Preferably, a portion of the air supply to.

the intake passage 52 is heated by some appropriate means, such as a stove 55, best shown in Fig. 6, herein formed as a part of the :exhanst manifold 24, and havin a plurality of openings 56 best shown in ig. 8, through which atmospheric air is taken, heated by the walls of the stove, and delivered through a suiteble conduit 57 to the intake passage 52, as best shown in Fig. 9.

Referring a aim to the ipe 42 (see P ig. 6) hereinbefore ascribed, w iich is used to con duct exhaust gas to the intake manifold to heat the letter, said i a may be connected to the exhaust manilb d 24 in any appropriate manner, but I have herein provided the stove 55 with an inner passage 58 and an outer 'surroundingpassage 59. The inner assage provides means of communication etween the exhaust manifold 24 and the pipe 42, while the surrounding passage 63 provides a way of communication between the inlet ports 56 and the pipe 42. B this means, the hot gases, passin throng the passage 58 in the pipe 42 lea ing to the in take manifold, heat the incoming air in the surrounding passage 59 before such air passes through the pipe 57 to the intake of the carburetor. The exhaust gases, after heatin the intake manifold, are conducted from t e letter through the pipe 43 and :1 pi e 60 to any suitable point.

0w it must be evident that, in a system of this kind, when the engine is operated at high speed or under a heavy load, and with a comparatively wide throttle opening, the

' which obtain when a motor vohiols is Assam? which is customarily mounted on t valve 76 (see Fig. ll. herein lwui.

a more or less rapid cooling efi'oot. l2 i= in a grade, as compared with those which exist when the vehicle is dksfififliilllg, espociall as in the latter wise tho ongiiw is usna 1v idling, but the forwan} motion of the vehicle. due to iho down gizi liz, yrwloc vious that, unless s ,eoial provisioto o the fuel system Wll receive; too moon h when the engine 18 running under lFEEEYZJ 7 load orat laigh' spoo", and not onoflgh who];

it is running under a lighi loud or 21 iow speed. To the end that those ililiimiiivs 1:12.;5 be avoided, I hav'e pruvidoll interconnect ing means between the fuel throttlii 211 22112; and the. fuel heating means to muiw Siscreased boating oflovl; :mconipiaigviug on in creased fuel supply on the 011% haul, Hilii on incrousocl heating effect aooompanving a do:

oreased fuel simply on the other hmuL as l shall now describe.

In connection Willi fool systems for internolcoml ustion 62' q it t on: onion to rovuioo monuaii film-l 4.1:

tro ling lover, and iifll 2;. oonii'o lii'ig luvm; tho 1 Arr hanllfi mommily called. iho mooloraior i lovers are oo'nnei -..l is;

to the throttle valve in i. either may he uvailml hi i the Volvo. In the present omitted any showing of R o manua arable lever but in Figs. E mill 2, 1

shown a summon form of i l 'zi' 6i, fuiorumed at (32 amzl 00 ii-ll in throttle valve stem 54 by Sliiltiiili: (ammo thins im-hitling a link 6? an iii-ii: Goo boll-crank luvs-r 6o. a lion 2; arm 18, the latter being scoured to tho valve stem. The arrangement such that (lvprwh sion of the pedal 61 causes the throttln vzilw to open, while the lattor is closed by a usual spring R39 llQIGlIlCOnhQCl/Gd at one enrl to tho pedal and at its other end to a suitolals fixed point. The manual control, as lie-rein 1M!" tially illustrated, includes an arm El; cured to the throttle valve stow 5-1:, mo! 4 mooted by a. link 71, a belhomnk lovm' link 73, on arm 74 and a rook-ohlatter being usually (Ollilflflti l o known manually operable lfili n iho inlet em l of tho mufllei' 2&1 salvo IS vlosoih as m Fig-t 1 l the mhaust min For Sago causes the exhaust to he cliverted and owing "lfiil to flow from the almost manifold 2-1 {s (3; through the; nassogo 58, pipe 5 mad Hamlin 41 into and tlirmigh the passages i2 and 33 of the iu'taici: Iiiiifiiffilfl, and thence out again through the header .4 and through the pipes 13 and 60 to the at izi sphero. Under those (-iromnstancos, the full heating effect of the exhaust; is utilized. in lli t ihe nir am: the combustible mixture When, however, the efihaust throttling valve 545 is upon, a free. arsoape is provided "i Sillil valve into the mullier 26, and under 29h RllLlHfiSlZfll'lCQS a small ortion only of tho c'bihamst gases will flow t irough the fuel. will 2 hootin system. It is desirable that tho mrtion of the oxhaust throttle valve l ho automatic, so that,-without the ill. and the fool throttle vulva :mwmgi'qnont is such that. when l LhroLii-e valve opens in give an infuol supply. the EXllH lSt throttle qa m owns to give u fiecre ood hoating Ei:i(l on tho other howl when l'ho fuel Alli valvo vlosos to llz'i fi iihe fuel supv the (Xliflllzil throttle valve also closes ii asu the boating effect.

1' rain film fl'fl'PgOlIlg it is eviilent that fiho oi tho heat suppliml to the heating: n is autonmtic, and that the heating Pli'wl is variml in acvordonfie with the partirulm' nnmlitious umlor whi rh tho engine is ogsohtetil. It follows thai l have provided a; muons to avoid too great heating of the i'ml system when the engine is operating at $119M or nnlm' heavy load, and too little 4 when the vi'igzii'w is operating at low in under light load or when it is mo tin? mgino is running on koroseno ii-ilk)! under lwovy load. or even under a loiz'l mhaianiiul load, more 01 less oolrl oil bk :Mlfltll in he mixturo, with the result Ilw povvov of the engine is increased. i ills suzi'w time Prlocting on economy 1:: L fuel oonsumption. ()n the other howl whom threngine is manning miller i l Ennis or idling it llclvsil-ahlo to out K mat i osl; ,1 tantinlly reduce the supv of mid air: ollwrwirsm the kerosene Will wow and mail; past the pisetons into the iitoi' giving the matter any thought, said :m': mznpsrising an 8 Futile waive stem 54 anal *9 t1] an a ml 90, the latand U33 m swrurecl t the slovvv valve We. PrPfiTably, the setting of the .lill'iff Bus-h that line tliflrfili vulw arm 1: lt'ilil (52'91' iiw mid air vulva 6r in ntlwr words ilu' mil)? l vs not vummenw in i pl uulil uft he tlirotiile valve has; opened to dill) iiai (iv iififl this, luring well illustrnted in. i i 10. This means that when tlw engine i: filling. u! nperatlng 11nd?! ligz iit lfliliifi, no uniel iii! zgdmittml tn the mix-tun. Heme {is is an oppm'tunity for the kQS'l win ('UVLEEHSP. W'luwu lmwvvvr, thu tin-hi0 valve; fipiifii tie a pri-ilui'ermiuml i-xijisui. flu; valve (I'IX'HHHfifif-i inn; 1, uzultlu-rm: mnpzmies opening: mm'vnwni :ii' rim ilzr ki n i'ziiw, and in a. vermin iifi'iillil lil llimfi iiieretu. It is also uvi- (iPiii iiuii. aiuw tlu- :wiszmst thr ttle (Hih' in inwn muwi'ml will) {he fuel thr'nfrl niln'i, thrnpvru ifiu of rill three valve is (Ulllllll'lutml, am! i 'iH'E the prayer amount of limit will in i tu i i mixture. the worn-wt ammmz mi iffi' be added. and suitable ivmgm'uturn maintained throughout the l'llili ing! of 0 uenuum 0f the eug'uua lavmgftlmu fie rihud (me SJHI'lfi 9mbmiiuwui of my iumuiou, what l claim :mil i'lesizi l x lwiims Pdlfl'lt in secure is:

minimum; with an. internal H1321 hustiau uh; m ml ?1! 1fl115 fur furr iishiug a (YOIlilJiJirililli auixtusw- Hun-elm means {)I'fiYiQl ing fin s fs riies of warm and mu air fur the generation ii" suul mixture. mul means flu ('uuse an inf-re; i il supply of mixture: to said ng suitably Pug-w In in- :u'vmnpamiiil lsy mi int-reused \lljiili'i' Hi l'iHi'l Air:

Tia? r-=s|l1iimtinu with an internal vomlm i w mugue. of i'uv] supply means having in]! fur vumliiuiug warm 21ml cool air with Fun] i'mthv generatinu m the (lilllbllS- iilalu mixturv, m IN to Ullilfll tllu admission 1? ilu' mimurv tu miil vngizw, menus to (-021- tmi the admission of cool air. and means to i'niiriliimtv the Pontml 0f the :ulmission (If the HllXi'iHP and m the (001 air.

Ii. The vmulainatisn \vila an inn 'nal 00mlumtinu vugiuv. nf n i'urluu-etm', means for l llliillwllll'i if a supply Of warm air thereto, mums prm'ieliug fur the miiiilimu of a conllullillili eupply of Paul air in said warm air. Hilitllh; Fm" remix-oiling the supply of fuel l'mm will rmimrvi'vr tn said engine, and nwuus to vuusv nu invrvasv in the supply of fuel t iv? m-umpuuiml by an: im-r Vase in the mpply nf moi air.

'3. 'i'li w'unbiuatiuu with uu internal mm-- human: filgfifw. (if a carburetor, means for Furnishing a supply 0f warm air thereto, menus providing for tilu :uidiiima of a (0niii'llziliiv supply ml moi air to said warm air, mums for visntrulliug the supply of fuel lrnm staid mrluirutel' to said engine and means; in muse a cluvreasml l'uel supply t0 be eu-mmpuuimi first. la a aim-raise and subsequi'uliy a 'UiflplQfi'. rr-ssaiiuu (if The (100i nit supply during 2a (routiuuznivo of The fuel supply. V .34 in vomhimu'ion with an intvinul cumimriiuu euginai, means to supply a combustihlimixture thereto. fuel admission means a 'liEHllllt for admitting air to generate the inifilli'? frum said fuel, means; for heating air mimitiml if? the conduit, vniil air admis- Kiwi mums; at an imegmediutigmiut in the wuuluit ans means fur mnjuintly wntrnL ling: ilue supply (If mixture and the (old air mmir mn means.

V11 The (ruml'iinatinn as tlefiuml in vlaini with means fur heating the mixture also suhjevt to the mnjoint control.

E". In combinuziun with an internal (0mlmririun ungiufi a throttle for i-ontroliing the supply of (-umimstibie mixture thereto, fuel mlmissirm moans. IHEI'ERHS to supply cold air and means to supply warm air for the genm' at iou of tin omniuistible mixsure imd a. valve wntr iilliug llz volt air supply m0"- Hblfi with but in its opening following on said throttle. V

In tostimnny whereof. I have signed my name in this specification. 5 

